Electric-railway controller.



Patented May 7, IBM.

No. 673,53l.

E. BENTLEY. ELECTRIC RAILWAY CONTROLLER.

- (Application filed. June 17, 1899.)

"([40 Model.)

I v c ma "ohms PETERS co. PHOTO-LL). wnsumamu u UNITED STATES PATENT OEETQE.

EDWARD M. BENTLEY, OF. LAWRENCE, NEW YORK, ASSIGNOR TO THE GENERAL ELECTRIC COMPANY, OF'SCHENECTADY, NEW YORK.

ELECTRIC-RAILWAY CONTROLLER.

SPECIFICATION forming part of Letters Patent No. 673,531, dated May 7, 1901.

Application filed June 17,1899- Serial N0. '720,919. (No model.)

To a, whmn it may concern:

Be it known that I, EDWARD M. BENTLEY, a citizen of the United States, residing at Lawrence, county of Nassau, and State of New York, have invented certain new and useful Improvements in Electric-Railway Controllers, of which the following is a specification, reference being made to the accompanying drawings, wherein- Figure 1 is a general diagram of my invention, and Fig. 2 is a diagram of a resistanceadjusting switch.

My invention relates to a controller for electric-railway cars of the series-multiple type, and particularly to a controller adapted for use on a series of cars connected in a train, each car being provided with its own motors and all controlled from any one of the series of controllers along the train.

It is well known that in series-multiple controllers it is customary to combine with the series-multiple switch a resistance,which may be used to control the motors either when they are connected in series or when they are connected in multiple, and, moreover, to assist the change of connections from series to multiple. In my invention I provide for each car on the train a series-multiple switch capable of connecting the motors on that particular car in series or in multiple; but I employ a common resistance adjustable in capacity according to the number'of cars in the train for all of the series-multiple switches of thetrain,sucl1 resistance beingthe one pertaining to and manipulated by the controller which happens to be used for running the train,while the several series-multiple switches are all operated simultaneously by two circuits extending through the train and capable of being controlled by any one of the controllerson the several cars. In this manner I am able to operate a train of any length by simply extending two wires through the train, one wire controlling the series and the other wire the multiple connection'of the motors. I have, moreover, devised an arrangement by which, if desired, the motors may be used as brakes for the train by the addition of a third train-wire and connections suitable for caus ing the motors to become generators and deliver their current to brake-magnets according to a well-known principle.

Referring to the drawings, A A indicate the armatures, and F F the field-magnets, of two motors on a car. At the right of the diagram there is shown at X the development of the controller, including the contact-plates pertaining to the brake, which are designed to be added to the controller and brought into operation by turning the controller backward beyond its normal off position. It will be understood that this controllerX is to be duplicated at the other end of the car in a wellknown manner, as indicated at X, and that similar controllers X and X are to be placed on the two ends of the next car and those cars following which are provided with metors to be controlled. Moreover, on each car there will be the same arrangement of motors, circuits, and switches that is found in the diagram between controllers X and X.

S indicates a switch for connecting the two motors either in series or in multiple. This switch is indicated as consisting of a sector J, provided with two sets of contact-plates J 2 and J which in a manner well known to the art may connect the motor-terminals brought to the switch, so as to place the motors either in series or in multiple. These motor-terminals are indicated by the contact-blocks l to 6, which are placed diagrammatically over the sector J, and the form of the set of contactplates J indicated by the dotted lines shown as connecting up the several contactsl to 6 to put the motors in multiple. The arrangement of contact-plates J on the sector J is indicated by the second set of dotted lines placed over the contact-plates over the righthand corner of the sector. These will put the motors in series. Any desired form of series-multiple switch may be employed, the one indicated being intended simply as a diagram matic representation of the device, which is a familiar one in the art. The switch S is operated by the armature J, also shaped as a sector and applied to the shaft of the sector J. The magnet E and the magnet- D operate alternately on the armature J to throw the switch to one side or the other. The magnet E throws the switch into the position shown I throw the switch reversely to connect them in series, the line 1), leading to magnet E, be

ingmarked multiple and line a, leading to magnet D, being marked series. A reversing-switch T, also operated by magnets, is shown above the switch S and is of a similar construction. The armature I is, however, permanently polarized byconnection with the core of a magnet G, included in the motorcircuit and energized so long as any current passes through the motor. The action of the armature is therefore controlled by the direction of current flowing through the magnets F and H on either side of the magnet G. A current flowing in one or both of these magnets Will throw the reversing-switch to one side or the other, according to its direction.

Turning next to the controller, there is indicated a series of resistances R, R R and R acted upon by the controller. These resistances will be duplicated at each controller, although if both controllers are on one car a single set of resistances may serve for both controllers in a well-known manner. Since the resistances of but one controller are to serve in connection with the seriesmultiple switches on all the cars of a train, it may be necessary to change their value when several cars are to be controlled with respect to what their value would be for a single car. Therefore each one of the resistances R, R R and B may be adjusted as appears in Fig. 2, wherein the resistance R is shown as .composed offour sections a, b, c, and (1. These sections are connected, as shown, to the contact-blocks 8 to 15, inclusive, while the terminal lines leading to the resistance are connected to the blocks 7 and 16.

S is an ordinary cylindrical switch having contact-plates on its periphery,which engage the contact-blocks just mentioned in a wellknown manner, and are so shaped and connected as to join the several sections a, 19,0, and d to the outgoing terminals 7 and 16 either in series, in groups, or in multiple. Thus when the contact-blocks bear upon the switch-cylinder in the position indicated by the dotted lines marked one car the resistance-sections will all be in series when they bear on the line marked two cars they will be in groups, and when on the line marked three cars they will bein multiple. By this means as the total volume of current required by the train is increased the resistances will be correspondingly decreased in length, but have a greater cross-section to provide for the greater current which they carry, the aim being to have the resistance bear approximately the same relation to the current volume whether one car or more is operated. In asimilar manner the resistance R will be also subdivided and connected to the second corresponding series of contactblocks 7 to 16 and similarly adjusted by the same movement of cylinder S Thus the resistances may all be adjusted simultaneously to correspond with the size of the train.

The controller is shown as provided with three contact-plates V, V and V having the conformation shown, and also with the smaller contact-plates V and V and with the eleven stationary contacts numbered, respectively 20 to 30.. The contact 20 is connected to the trolley T One terminal of the several resistances R to R is connected to the respective contacts 22 to 25. The series train-wire is connected to contact 27 and them ultiple trainwire to contact 28. The first movement of the controller will close the circuit from the trolley T through the contacts 20 and 21, resistance R, plate V plate V, series trainwire A through magnet F of the reversingswitch T, and, if there is another car on the train, through the magnet H also. The di rection of current in the series wire A, when admitted thereto through the right-hand controller X, will be such as to throw the reversing-switch in the proper direction for causing the motors to move the train from left to right; but if the current is admitted from the controller X at the other end of the car it will pass through the series train-wire A in the opposite direction, and thereby cause the car to move from right to left, the intention being that the reversal of the motors will take place automatically, and the use of either controller will always start the train in the corresponding direction. At'ter passing through the reversingmagnet F or F and H the branch current for the motors on each car will pass by a wire a through the magnet G, and since this 'currcnt will always be in the same direction whichever controller is used it will permanently magnetize the armature I and give it a constant polarity, so that it will cooperate with the reversing-magnets F and H. The wire a next leads the current through the series magnet D,whence it passes by the wire 0 through the motors in series to groundwire d, the seriesmultiple switch having its contacts 1 to 6 connected, as indicated by the dotted lines, corresponding to the series connection, as follows: 5 connected to 6, 4 connected to 2, and 3 connected to 1. The motors being now in series with resistance R a further movement of the controller will gradually bring in the resistances R R and B into multiple and finally short-circuit them, and the motors will be running in series without resistance. To then connect the motors in multiple, a further movement of the controller will gradually cut out resistances R R and B until the highest resistance R is in circuit. At this time the contact 27 of the series train-wire will pass off of the contact-plate V and the contact 28 of the multiple train-wire D will come into engagement with plate V and the current to the motors will then pass through the multiple train-wire B, the reversing-switch T remaining in the position in which it had been set by the action of the series train-wire A.

The branch current to the motors on the several cars will then pass by the wire I) to the multiple magnet E of the series multiple switch. This switch will then be operated by magnet E to throw the motors into multiple, and the current from magnet E will pass, as before, by the wire 0 through the motors in multiple to the ground-wire d. The connection of the switch-contacts 1 to 6 will then be as indicated in the dotted lines, 2 being connected to 5 and 6 and 1 being connected to 3 and 4. The motors being now in multiple,

with the highest resistance in series with them, a further movement of the controller will, as before, gradually reduce and finally out out entirely the resistances, so that the motors will be running in multiple with no resistance. A reverse movement of the controller will perform the described operations in a reverse order and finally open the circuit.

Referring next to the supplementary feature of the brake, it will be noted that an eX- tra train-wire O is employed, which at the rear end of the train is connected to the multiple wire B and contains also the several brake-shoe magnets Z Z on each car. Speaking generally, the action of the controller when turned to bring the brake contact-plates into engagement with the several stationary contacts will be to connect the brake-wire O to ground at the controller. This will complate a circuit through the brake train-wire and brake-shoe magnets to the end of the train, thence returning by the multiple wire, including the multiple-switch magnet E, will pass through the motors, which are thrown in multiple, to the ground. Moreover, the brake train-wire includes a magnet K on each car, which controls a reversing-switch in series with the main reversing-switch T, so that in whichever direction the latter switch may be set the magnet K will reverse the direction given by switch T, so that the motors will not only be thrown into multiple, but will be reversed and placed in a local short circuit containing the brake-shoe magnet Z Z, which circuit is, moreover, controlled by the resistances R, R R and R at the controller. Referring to the drawings for the details of this operation, the brake contact-plates on the controller are lettered V V V and V The first engagement of these plates with the contacts will bring V onto contact 30, leading to the ground, and the circuit will then be to plate V contact 21, resistance R, plate V plate V contact 29, brake train-wire O, reversing-magnet K, brake-shoe magnets Z Z to the end of the train, thence returning by the multiple train-wire D and branching to the several motors through the wire b, the switch-magnet E, and the motors in multiple to ground. This connection will be maintained during the subsequent movement of the controller, which simply acts to reduce the resistance and finally cut it out entirely. The reversing-switch operated by the magnet K is simply indicated, as before, by the contact-blocks arranged above the switch-sector L, which contains two sets of plates, one of which maintains the connections indicated by the dotted line and the other of which simply reverses the connections in the usual manner. This switch-sector L is operated by the armature of magnet K, which is provided with a retractile spring which holds the switch in its normal position and restores it to that position, when the brakes are again released by a reverse movement of the controller interrupting the connection of train-wire O to the ground. The magnet K may be also em' ployed, if desired, to close a compensating connection between the inner terminals of the field-magnet coils F and F whenever the brakes are used, so that if the motors are connected to separate axles any inequality in speed will be neutralized by the compensating connection in a manner already known to the art. This is shown in the drawings.

It is to be understood that the automatic reversal of the motor and the operation of the series-multiple switches by the train-wires A and B are not claimed in the present application apart from their function in my present invention. Those features maybe replaced by substitutes without departing from the spirit of my fundamental invention, as herein claimed. Thus the reversing-switches may be operated by separate wires in shunt to the motor, and the series-multiple switches may in like manner be operated by shunt-magnets. Those features are, moreover, embodied in another application for patent filed herewith.

What I claim as new, and desire to secure by Letters Patent, is

1. The combination with two or more sets of motors and two or more series-multiple switches, of a rheostat adjustable in capacity modifying the controlling effect of all the said switches in common.

2. The combination with two or more sets of motors and two or more sets of series-multiple switches, of a rheostat adjustable in capacity, a controller operating directly upon the said rheostat and upon the said seriesmultiple switches by an electromagnetic demac.

3. The combination with two or more sets of motors of two or more series multiple switches, a rheostat adjustable in capacity, a controller for the rheostat, electromagnets for operating the said switches and a circuit from the said magnets to the said controller, whereby the controller may operate the rheostat directly and the switches indirectly through the said magnets.

4. The combination with two or more sets of motors, of two or more series-multiple switches therefor serving to connect the motors in the individual sets either in series or in multiple with each other, a common source of current for the said motors and a rheostat adjustable in capacity interposed between the said source of current and the motors.

5. The combination with two or more sets of motors, of two or more series-multiple switches, a source of current-supply for all of said motors, a rheostat between said source of supply and the motors and an adjustingswitch for the rheostat changing its resistance to correspond with the variable number of motors.

6. The combination with a rheostat, of a motor-circuit containing a variable number of motors, a controller for successively cutting the resistance-sections into circuit between the source of supply and the motors, and an adjusting-switch for changing the value of the resistance-sections acted upon by thecontroller to correspond with the variable number of motors.

7. The combination with two electric motors, of a switch for connecting them in series or in multiple, a magnetic operating device for the said switch, a rheostat adjustable in capacity, a controller, and circuit connections leading from the sections of the rheostat and from the said operating-magnet to the controller, whereby the controller acts directly upon the rheostat and indirectly by means of said magnet upon the series-multiple switch.

8. The combination with two or more sets of motors, of two or more series-multiple switches, a train-wire branching to magnets operating the said switches to throw their re spective motors in series, a second train-Wire branching to magnets operating to throw the said switches to connect their respective motors in multiple, and a rheostatic controller governing the admission of current to the said train-wires.

9. The combination with two or more sets of motors of two or more series multiple switches, two train-wires branching from the several motor-circuits and alternately delivering the operating-current to the motors controlling-magnets in said train-wires; those in one wire operating the series multiple switches to connect the motors in series and those in the other wire operating to connect the motors in multiple, and a rheostatic controller governing the admission of current to the said train-wire.

10. The combination with two or more sets of motors and two or more series-multiple switches, of a common rheostat controlling the admission of current to the motors and two train-circuits, one controlling the series connection and the other the multiple connection of the said motors.

11. The combination with two or more sets of motors, of series-multiple switches therefor, a common rheostat adjustable in capacity for admitting current to all the said motors,

and train-circuits containing electromagnetic devices governing the said switches.

12. Fhe combination with two or more electric motors located respectively on two or more cars of a train, of a rheostatic controller adjustable in capacity for all of said motors located upon one of the cars, and series-multi-.

ple switches for controlling the circuits of the several motors located on the respective cars but controlled from one car of the train.

13. The combination with a motor-circuit containing a variable number of motors, of a regulating-rheostat therefor comprising a series of resistance-sections, a switch for simul taneously changing the capacity of the several sections and a controller for varying the number of adjusted sections comprised in the circuit.

14. The combination with the motors on two or more cars of a train, of a common trainwire branching to the several motors, a second train-wire including the brake-magnets ofthe train and a switch for connecting the two train-wires into a common circuit including the motors and brake-magnets.

15. The combination with the motors on several cars of the train, of a train wire branching to the several motors, a second train-wire including brake-magnets and connected to the motor train-wires at one end of the train, and a switch at the other end of the train forcon necting the motors and brakemagnets in a local circuit including thetwo train-Wires.

16. The combination with the motors on the several cars of the train, of a train-wire branching to the several motors, reversingswitches for the motors, a second train-wire including brake-magnets and also operatingmagnets for the said switches, and a controller for connecting the motors and brake-magnets into a common circuit including the two trainwires.

17. The combination with the motors on the several cars of a train, of switches for con necting the motors on each car in multiple, a train-wire branching to the several motors, switch operating magnets in the several branches, brakemagnets, and a controller for connecting the motors and brake-magnets in a local circuit including the train-wire and the switch-operating magnets in its respective branches.

In witness whereof I have hereunto set my hand, this 16th day of June, 1899, before two subscribing witnesses.

EDWARD M. BENTLEY.

Witnesses:

L. T. SHAW, G. W. HOPKINS. 

